Internal-combustion engine



Jan. 16, 1923.

M. J SM'TH. lNTERNAL CoMBusTvoN ENGINE 6 SHEETS-SHEET I Fl LED Auc 16 1920,

ATTORNEYS R 0 T N E m 6 SHEETS SHEEY 2 SW TH Jan. 16, 1923.

INTERNAL CoMExusT ON ENG NE F 50 Am;

INVENTOR Mar/1'0 J. Jm/fb.

Gfibivs Jan. 16, 1923.

M J SM 1 TH. NTERNAL COMBUSTION ENG I NE.

6 SHEETS-SHEET 3 FiLED AUG 6. I920 r l N V E N TO R Mar/#7. J. Jar/3%.

BY a}? 6 4 ATTORNEYS Jan. 16, 1923.

M J SM! TH, im'E-RML COMBUSTION ENGINE 6 SHEETS-SHEET 4 F LED AUG 16 1 920 INVENTOR Marl/h J Jm/ffi.

Jan. 16, 1923.

M, J SMI TH INTERNAL COMBUST ON ENGINE 6 SHEETSSHEET 6 FILED Aus.

lgil

Patented Jan. 16, 1923.

UNITED STATES PATENT OFFICE.

KARTIN JAMES SMTTH, F BBOOKTON, MASSACHUSETTS.

INTERNAL-COMBUSTION ENGINE.

Application filed August 16, 1980. Serial No. 408,983.

provements in engines of the slngle cylinder two piston type, and primarily my said invention seeks to provide. in an en ine construction 'of the general type re erred to, certain improved means for connecting the op msitely movable Pistons with the crank shaft. whereby a uniform traction or pulling of the draw bars. connected with the motor or engine shaft, is produced and ,in such manner that there is no appreciable jar or otl'sct pressme to the turning of the crank shaft am a straight close pull,-that is active at least for one hundred and twenty degrees of the circle of the crank shaft motiom s obtained.

Another and essential object of my invention is the provision, in an engine of the character mentioned, of an improved construction of the opposing or explosion receiving heads of the two pistons and a tobular. feed that extends through one of each pair of pistons to deliver. at proper times, the working fuel into the explosion chamber or space between the opposing piston heads. and whereby the explosive force or impulse is caused to extend around the center of one of the opposing piston heads and away from direct impact on the inner or valve discharging end of the feed tube.

A further feature of my, invention lies in the peculiar angular shaped structure of the ends of the working cylinder, whereby the placement of the pistons and their rings within the cylinder may be conveniently, expeditiously and accurately effected.

My invention also embodies. in the complete make-up of the working cylinder. the application of means within the cylinder. in thenature of perforated linings, that serve to prevent the excessive heating of the outside walls of the cylinder and thereby elimi nate the necessity of use of water jackets, radiators or other external cooling devices.

In its more complete nature, my invention also includes a special type of ball and cage device for controlling the working agent feed into the working cylinder, which cannot be rendered inoperativeby carbon, and which is quick acting and more efl'ecti've for closing the infeed to the cylinder and 0 )erates more expeditiously and positive t an the. spring ievices usually employed for closing the fuel control valves provided therefor, and which, even when covered with carbon. operates as successfully as when clean.

In-its subordinate feature, my invention comprehemls certain improved details for ad justablv connecting up or maintaining the valve ant igniter actuating tappets, and a simple method of construction that allows the piston to he removed and carbon cleaned from the working cylinders and which includes a saddle and connectin r pin arrangement adapted. for being readily disconnected. when it is desired to take out the. piston heads for removing the carbon therefrom.

With the shove outlined objects in view and other objects that will be hereinafter ap iurent, my invention consists of the emboc iment..in a motor engine construction of the general character mentioned, of the peculiar combination and arrangement of the parts stated 'inthe"following detailed description, specifically mentioned in the appended claims and illustrated in the accompanying drawings. in which:

Figure l is a perspective view that illustrates the general arrangement of a motor" engine construction embodying my improvements or invention.

Figure 2 is a, longitudinal section (parts being-in elevation) of one of the working cylinders, its pistons, the saddles. the pin and the draw har connections that join with the pistons and the crank shaft, the pistons being-shown atthe start of the explosion stroke.

Figure 3 is a side elevation of a companion working cylinder. the pistons therein being shown positioned for exhausting the cylinder.

Figure 4 is a diagrammatic plan view that shows four working cylinders and pistons coupled up for transmitting a pulling impulse'to the crank shaft at each quarter of its revolution.

Figure 6 is a plan view of the partsshown in Figure 1.-

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Figure 6 is a longitudinal section of the injector mechanism that cooperates with a pair of working cylinders.

.Figure 7 is a detail horizontal section on the line 7-7 on Figure 0.

Figure 8 is a detail horizontal section on the line 8-8 on Figure 6.

Figure 9 is a horizontal section through the air and gas feed pipe and its cmperative adjustment sleeve taken on the line 9-9 on -Figure 6.

Figure 10 is a detail sectional view that illustrates the gas valve devices adjusted for using the injector as a straightway feeding device.

Figures 11 and 1:? are lespectively a plan am] a side elevation of the gate mechanism for causing the fuel to mas. alternately. to either of the pair of cylinders with which the said mechanism cooperates. the tappct devices for actuating the gate valvebeing also shown.

Figure 13 is a detail cross section taken through two adjacent c \'linders and their cooperating injector device. the means for operating the injector being also'shown.

Figure 14 is a detail side elevation and part section of one of the injector operating rod engaging tappel: members. f

igm'e 15 is a detail side elevation and part. section of one of the sparking devices and its cmiperating tappet or wiping member.

Figure 16 is a detail t'ace view'ot' one oi" the sparking devices per sc. parts being broken away.

Figure I? is a plan view of the crank shaft.

Figure 18 is a diagrauunatic plan view that illustrates the manner in which nalongitudinally aligned draw bars are conneeted so as to freely pass each other.

The drawings illustrate an engine structure that preferably embodies four working cylinders, each of which has a pair of reciprocating pistons opposed to each other. the several cylinders and their pistons and their fuel infeed exploded charge exhausts being so arranged whereby as an explosive inupula' is'transmitted to the. power transmission crank shaft from each cylinder, during .a complete rotation of the shaft. the pulling impulses will be transmitted to the several draw bar connections that 'oin the pistons of the several cylinders witi their respective cranks that constitute integral parts of the crank shaft. it being understood that the several working cylinders and their coopeu ating o ilwsing pistons are so related and timed tint. as the pistons in cylinder 1 are moving away from each other under the impulse of an exploded fuel charge. the pistons in cylinder 4 will be starting toward each other. on the exhaust stroke. while pistons in cylinder 2 will be separating and drawing in a new charge as the pistons in cylinder 3 are compressing a fuel charge to be exploded. such operation of the several cylindeis and their pistons being )ruvided for by reason of the assemblage oi the pairs of working pistons that are opposed to each other, see Figure 4.

By referring more particularly to Figures :2 and 411i the drawings. it will be observed one of the cylindeis has its explosive or impulse receiving head hollowed or cupshaped. as at 3H. while the head of the opposing piston has a central protuberance 4 surrounded by an annular concavity 5"; such formation providin for distributing the im )elling or explosive force around the centra protubcram'c or mound. instead of directly against the said mound. the reason for which will presently appear.

By providing an arrangement of double pistons within the working cylinders. as

shown and as before stated. results in establishing a simple and effective connection for the several pistons with the crank shaft and in such manner that the impclliug forces of the exploded t'llalglfi am transmitted to the crank shaft under a traction or pulling action. since the draw bars that couple the pistons and the crank shaft pull from o 1po'- site sides of the straight shaft line and ward each other.

lhe advantage of this will be clearly apparent since. [I] my arrangement of the power transmitting means. a continual side iressure against the shaft. which thercl v oses a giant mrtionof-its force accordingly. as is frequently the case in the present types of combustion engines. is not met with and there is no jar or offset pressure to the turning of the crank shaft as. at all times. a straight close pull action is established that is active at least one hundred and twenty degrees of the circle of a complete revolution of the shaft.

In my construction of engine. each piston has a rigidlv outwardly projecting arm 6 and the said arms (i. joined to the several sets of pistons in each pair of adjacent cylinders. are connected by a transverse pin 7 that also joins the outer ends of each of the arms 6 with a saddle 8. the construction of which will be best understmul by referring to Figures 2 and 13. from which it will be noticed the outer end of each piston arm 6 is split or bifurcated. as at an. to provide for fitting the heads 90 of the draw bar 5'. which latter are also engaged by the cross pin 7 that joins the respective cimperating poctions of the arm (i. draw bar ends 90 and the saddles H, each of the latter having a pair of slidablc connections withguidc rails 10 fixedly mounted on a base 11.

It will also be noticed by reference to the said Figures 2 and 13 and to Figure 1 of the drawings that each of the pins 1 extend across and joins the saddle 8, the arm 6 and the coincident draw bars of an adjacent pair of working cylinders and their pistons so that the portion of the pin 7 between the adjacent saddle members, constitutes a reciprocating member, which actnates. in the manner presently explained, a fuel pump and injector mechanism, one of such mechanisms being provided for each adjacent pair of cylinders and which, at predetermined times, operates to inject the fuel charges, under pressure, alternately first into one and then into the other of the two adjacent or cooperating working cylinders, as will be presently more fully explained.

Each of the opposing draw bars (see Figure 18) have their approaching or crank shaft ends offset, as at 95, to allow them to pass each other, as the crank shaft turns, the latter, in the four cylinder construction having eight cranks, since each cylinder operates two draw bars connected with a pair of opposite cranks 12.

As before stated, in my construction of engine, each pair of adjacent or cooperating Working cylinders iS alternately supplied with a gas charge, by an injector mechanism that includes two separate outlets, one for each adjacent cylinder and valve devices controlled by actuating tappets, operatively connected with the crank shaft and means from the drivers seat which are provided for each cooperating pair of adjacent working cylinders, the construction and the operation of which is explained as follows:

Suitably supported, lengthwise of and between each cooperative adjacent pair of working cylinders is a tubular chamber 13,

which is hereinafter termed the gas cham-.

her or barrel, the outer end of which is formed with a section 13, that is provided with a semi-circular or socket chamber and has flanges 13"--13", one of which, 13*, is provided for being bolted to a similar flange 14 on the discharging end of the injector, the said end having oppositely extended outlets 141-1" which are alternately opened and closed by a switch gate for leading the gas charge into one or the other of the two working cylinders in the manner presently described.

The end 14 of the injector, as also the end section 13, have flanges 14 and 13, respectively, for bolting onto the flanged upper end of the fuel supply connection 16 having a tapered passage 17.

By referring to Figures 6 and 8 of the drawings, it will be seen a. screen 18 is located over the entrance of the passage 17 for straining the fuel supply, as it is drawn in. during the suction or pumping operation of the pistons in either of the cylinders, with which it may he in operative connection.

1-9 desi ates a ball valve that seats in the chem .r formed between the ends 13 and Mof the injector device and this valve has a projecting stem 19 that carries a crank 20 b which the ball is rocked at predetermine times, and as presently explained, for shifting the valve 19 to connect the fuel supply 17 either with the gas chamher or barrel 13, as the pistons in the particular cylinder, with which it connects, are travelling under the exploded charge on their exhausting, movement or with the open one of the two discharging laterials of the injector, when the pistons are moving in their suction or pumping direction, the valve 19 being a three way valve.

It is understood that the valves 19 of the injector devices, of which there are two, when four cylinders are comprised in the complete engine structure, are shifted to their different stated adjustments, at predetermined times, by suitable shifting mechanism operable from the crank shaft.

In the drawin I have illustrated one way for accomp ishing the desired result and referring now more particularly to Figures 11 and 12, it will be noticed I employ a single control that simultaneously actuates the ball valve 19 and the gate valve devices hereinhefore mentioned and which governs the opening and closing of the two laterals or fuel tubes that pass fro-m the injector to their respective working cylinders.

The single control consists of a pair of longitudinal arms 21-21 that slidably engage suit-able guides and have their outer ends projected for being alternately shifted into position for being engaged by a pair of tappets 22-22 projected from and fixedly held on a conntershaft 23 that is suitably mounted, crosswise of and on top of the four cylinders, as is best shown in Figures 1, 5 and 13.

In the practical assemblage of the parts that constitute my complete engine structure a means is provided for transmitting constant rotation to the tappet shaft 23 from the constantly rotating crank shaft 24 at the ratio of one revolution of the tappet shaft at each two revolutions of the crank shaft.

Any gear connection suitable for such purpose may be employed, for evaniple, as illustrated in the drawings, the tappet car- 120 rying shaft 23 may be provided with a bevelled gear 23 to which power is imparted through a gear connection 25, with t crank shaft 24, as is clearly shown in Fi nres 1 and 2.

The countershaft 23 mentioned also carries four tap ets 28, one for each spark plug 29, one of which is mounted on each cylinder midway thereof to project in the central firing or explosion chamber thereof, the sev- Ill eral spark plugs :29 being offset with respect to the shaft .23 to provide for the required wiping or circuit closing operation. as the several wipers come. at predetermined times. into wiping contact with their respective spark plugs.

The special form of the spark plug and the cooperative connection therewith of the corresponding tappets 2% is clearly shown in detail in Figures 15 and lti. it being understood therefrom that the tappets are positioned for closing the circuits through their respective plugs :29. at proper predetermined times. and that the tappets 2:222 on the shaft 23 are held for likewise engaging with the inner ends of their respective opposite arms of each control mechanism.

It is understood the portion of the shaft on which the tappets 2b are lnounted is of insulated material or that suitable insula tion is interposed between the contacting portions of the said tappets 28 and the shaft .23.

To provide for expeditiously and securely holding the several tappets on the counter shaft 225. each tappet consists of a stout spring metal hand having serrations 2:2-2 on the inner face for engaging longitudinal corrugations 23" on the shaft :33. which serves to securely hold their respectively engaged tappets fixed on the counteishaft and at any of their adjusted positions.

()ne of the arms (21) of the valve control device has a pendent bracket 36 pro- \ided with a horizontally elongated slot 31 that receives the crank member 2H of the ball valve 19. the connection being such that as the arm '31 is reciprocated in opposite directi ns (see the double arrow .1' on Figure ii). the crank motion will rock the ball valve lit in the directions of the double arrow i (see Figure 10) to assume either of its adjusted positions. that is for bring ing the injector valve 1!) in line with the fuel Hl)])l aml for shifting the said sup ply in connection with the selected one of the working cylinders.

The outer ends of the arms 21 21 are ecured to a rocker or switch arm 32 that is journaled. in suitable hearings. and which connects with a gate valve 33 that is so disposed (see Figure 8) that. as the switch arm is rocked in one direction. it opens one of the feed tubes 35 that supplies the fuel to one of a pair of cooperating cylinders and likewise closes the tube 35 to the other one of the said cylinders and. when turned to the opposite direction. it shifts the {23S feed into the other cylinder. as the former open cylinder is closed.

The arrangement of the tappets 2'2.22 and the manner of shifting the control device is clearly shown in the drawings and need not he further referred to.

Each injector mechanism includes a plunger 26 working in its gas chamber of barrel l3 and such plunger has an outwardly extended rack arm 3? that meshes with a pinion 2'58 suitably supported for also engaging with a rack 39 on a shifting member 35) thatis connected to and moves with the cross piii portion that joins the pistons at one end of the two cylinders and their respective draw bars. it being understood from Figure (i that. as the pin 7 is shifted hack and forth. the member 37. through the rack and pinion connections. rta-iprocatcs the plunger 26 for sucking a fuel charge into the barrel 1%. when the valve 1! is in open communication with the said barrel and the fuel supply It; and for feeding the charge. under pressure, when the valve 19 opens the fuel supply to the open one of the tubes 37 In my construction of motor engine. means is also provided for regulating the fuel supply. under control of the driver. when my invention i utilized as a vehicle motor. and for such purpose. a supplemental or fuel regulating rotary ball valve 45 is suitably fitted in the discharging or nozzle end of the fuel pipe 27. see Figure (3. which valve has an attached stub shaft 46 that extends through the side of the air casim surrounding the said end of the pipe 1 and includes a crank member 47. see Figures 7 and 12.

Any suitable means may be provided for turning the cranks 47. of the valves 45 individually or in unison. the latter method of shifting the valve heing essential when the engine is used as a vehicle drive motor.

For actuating the valves 4? of each injector mechanism in unison. a rock shaft 48 is suitably mounted upon and crosswise of the series of cylinders. as is clearly shown in Figures 1. 2 and 5 of the drawings.

This shaft carries crank arms 49. one for each injector mechanism. and the said arms tone of which is illustrated in detail in Figure 1:2) have an elongated slot 49 in which the crank member 47 of their respective valves 45 project. the connections being such that. as the shaft 4c? is rocked. the valves 45 will he set to either the partially opened or fully opeued positions. as may he desired.

It is to he understood that the exhaust for the several working cylinders are also automatically controlled and opened and closed. at proper predetermined times. through devices actuated by the continually rotating shaft 23.

In the drawings. for the purpose of illus tration. I have shown an exhausting means comprising an exhausting valve mechanism 60. one for each of the outermost cylinders l and 4 and a single double acting valve mechanism 61 for the two central adjacent cylinders 2 and 3. the location of the several exhausting valve mechanisms and the continually rotatable shaft 23 being clearly shown in Figure 5. by reference to which and to Figure 1. it will be noticed that each of the valves (50 includes a blow-off 62 that joins with a common outlet 63 into which the centrally disposed exhausting valves 1 also discharge.

Each valve mechanism tit) includes a rotary valve. the stem 64 of which has diametrically oppositely projected cranks 65-65 adapted for being engaged. at proper predetermined times. by wiping tappets tit' t ti" mounted upon and rotatable with the shaft 23, it being apparent. from Figure 5, that. as the tappets rotate constantly in the same direction. they first wipe against the crank 65. turn the valve onefourth of a revolution for opening the exhaust from its respective cylinder to atmosphere. at which position it remains during the exhausting movement of the working pistons in that cylinder. the parts being so timed in their action. that as the pistons. which travel in the exhausting direction. reach the limit of movement in such direction and start back on the pumping or suction stroke. the other tappet titi disposed at right angles to the tappet 6 will have wipingly engaged the other crank 65 and thereby move the valve back to the closed position.

'lhus. assuming the pistons of the several cylinders to be in the position diagrammatically illustrated in Figure 4. the tappet 66 will be in position for having shifted the crank (35 and its connected valve to the open position for the cylinder 4. while the valve for cylinder 1 is now at the closed position. at which position it remains until after the explosion has taken place in the cylinder and its pistons travel to the extreme of their separate stroke and are about to start back to exhaust the burnt charge.

Relatively the same condition of valve actions takes place. at predetermined times. for the two middle working cylinders 2 and Il-and to provide for the proper timely shift ing of the double acting valve. a worm and a gear connection (i7 and (38 are provided for effecting the proper turning of the valve. first to exhaust from one cylinder (3) while in open connection with the cylinder 2 and vice versa. it being understood the operations of the opening and closing of the ex hausts for the cylinders 2 and 3 are relatively alternate with respect to the workings of the exhausting valves for cylinders 1 and -t.

In the complete make-up of a motor engine along the lines heretofore explained and as illustrated in the drawings, to )revent undue heating of the cylinders by riction. incident in the traveling of the working pistons, each cylinder is provided with a removahly perforated lining 75. which linings extend the full length of the cylinders and have their opposite ends angled to provide for a clean lit of the said ends with the like shaped ends of the cylinders.

The linings 75 act as shields to the cylinder wall and thereby aid in dispensing with the need of water jackets for the reason that the said linings can handle the excessive heat since their perforations interrupt the radiating process of the heat waves and the expansion of the metal is provided for in the freedom from resistance which causes buckling. 'lhe linings also act as scavengers, collecting in their holes the carbon or any matter that might tend to interfere with the operation of the pistons. As the exposed surface of the piston chamber walls is a belt from one half to three fourths inch wide at the time of the expansion (the force of the expansion being almost all taken by the piston heads) the lining will loosen the head on this exposed part of the cylinder walls and eliminate the necessity of a water jacket. Furthermore as the lining is readily removable from the cylinder the dirt caught up in the perforations can be ratdily removed. it being understood that the peculiar end shapes of the cylinder render it easy to reinsert the )erforated sleeves or linings and further since the said pistons can also be readily uncoupled and removed from the cylinders. the latter. after their sleeves are pulled out may be freelyswahbed or wiped.

From the foregoing description taken in connection with the accom ninying drawings. the complete construction. the manner of its operation and the general advantages of my invention will be readily understood by those familiar with the construction and use of engines of the general type referred to.

It should be again mentioned. however. that by reason of the manner in which the double pistons are connected with the crank shaft. the crank shaft is constantly working on the traction )rinciple and not under propulsion and with the draw bars always pulling from opposite sides of the straight line and toward each other and hence the advantage. that there is not the continual side pressure incident in the use of the single piston type and. in fact. there is no offset and pressure to the turning of the crank shaft.

In a construction such as I have described and shown. the double piston system has a cylinder double the length of a single one and hence there is double the suction to draw in gas. as the vacuum in the cylinder, when the piston heads are farthest apart is twice as nmch as in the single piston type of engine.

This suction materially helps the injector to do its work.

The pistons moving toward each other cause a quick compression between the hollow piston heads and all expansion is almost entirely taken up by the piston head.

The gas supply is on the pressure and suction principle. the injector (when including a. plunger pump) forcing in the gas under compression. as the pistons draw it in. it being understood the amount of gas supplied is regulated by the proper adjustment of the rock shaft 46. which may he done from the drivers seat.

My construction of double piston engine. as shown and descrihed. dispenses with the water jackets. as the entire explosion is substantially confined to the cup-shaped or hollow piston head. there being not sutlicient pressure to amount to anything on the walls of the cylinder; especiaily when protected with the perforated linin". thus preventing the cylinders from getting heated and therehy aholishing the radiators as well as doing away with water jackets and dispensing with the carhuretors.

The specific arrangement of the cooperating parts shown in the drawings are more especially intended for illustrating a practical operative mechanical assemblage of parts emhodying my invention.

it is to he understood that I do not limit myself to the exact details of constructiini and arrangement of the ditferent mechanical parts. as shown and descrihed. since these may he varied. moditied and rearranged in the practical development or application of my invention to suit the specific requirements that may come up in the litting of the parts. since such changes might he readily made without departing from the spirit of my invention and without going beyond the scope of the appended claims.

'hat I claim is:

1. In an explosive engine of the character described. the combination with a pair of cylinders. opposed reciprocating pistons located therein. each of the pistons having an outwardly extended fixed arm. a fuel feed pipe common to loth working cylilulers. a lead from each eylinilc-r in connnunication with the feed pipe. a gate valve adapted for being moved to alternately close oil' the feed pipe. to one cylinder and at the same time open the feed pipe to the other cylinder and vice versa. and a means for effecting tlnintermittent movement of the gate \iliVv. wherehy to close oll one cylinder. as the other cylinder is heing fuel fed. the said means including a valve shifting mechanism and power transmission from the crank shaft that operates the said valve mecha nism intermittently. at predetermined times. a. pump that draws a charge from the fuel pipe under one movement of the piston and ejects the drawn charge. under compression. into the open end of the leads from the fuel pipe to the cylinder. the said pump mechanism including a reciprocating rack and pinion drive mechanism and a coupling that joins the said reciprocating rack mechanism with the reciprocating piston.

2. in an explosive engine of the character descrihed. the comhination of a pair of. co-

operating working cylinders. opposed rcciprocating pistons located in each cylinder. a driven shaft. a. single fuel supply pipe common to hoth cylinders. a valve controlling the opening and closing of the fuel feed pipe. a separate passage from the valve chamber to each cylinder. a gate valve common to hoth of the said passages. a comhined suction and injecting pump that (our manic-ates with the fuel feed pipe through the passage controlled hy the valve. said valve. under one adjustment. putting the pump and fuel feed pipe into communication and cutting out the said pipe from the fuel passages to the cylinder and. nude another adjustment. shutting otf the pump from the fuel pipe. means for simultaneously operat ing the said valve and the gate valve. where by to bring the pump and the passages into t()llllllllllll'tltltlll. as the fuel feed pipe is cut out. and for ad usting the gate valve to close the fuel passage to one of the ylinders. as the passage td the other cylinder remains open. and power transmission that operativelv connects with the aforesaid means for actuating the same for cllevting the required shifting of the control valve for the fuel feed and the gate valve for the passages to the cylinder.

3. in an explosive engine of the character descrihed. the conihination of a pair of cooperating working cylinders. opposed ro ciprocating pistons located in each cylinder. a driven shaft. a single fuel supply pipo common to hoth cylinders. a valve controlling the opening and closing of the fact feed pipe. a separate passage from the valve chamher to each cylinder. a Janvalve common to hoth of the said passages. a conihincd station and injecting pump that communicates with the fuel feed pipithrough the passage controlled by the valve. said valve. under one adjustment. putting the pump and fuel feed pipe into connuuuiation and cutting out the said pipe from the fuel |1as--agcs to the cylinder and. under another :uljustment. shutting otl the pump from the fuel pipe. means for simultaneously operating the said valve and the gate valve. whcrehy to hring the pump and the passages into communication. as the fuel feed pipe is cut out. and for ailjusting the gate valve to close the fuel paesagc to one of the ylinders. as the passage to the other cylinder remains open. and power transmission that operativcly connects with the aforesaid means for actuating the same for effecting the required shifting of the control valve for the fuel feed and the gate valve for the passages to the cylinder. and a suppnnien- Iii) tal manually actuated valve in the fuel feed pipe for regulating the fuel supply.

-l. In an explosive engine of the character described. the combination of a pair of cooperating \vorking cylinders. opposed reciprocating pistons located in each cylinder. a single fuel supply pipe common to both cylinders. a valve controlling the opening and closing of the fuel feed pipe. a separate passage from the valve chamber to each cylinder. a gate valve common to both of the said passages. a combined suction and injecting pump that comnmnicates with the fuel feed pipe through the passage controlled hy the valve. said valve. under one adjustment. putting the pump and fuel feed pipe into communication and cutting out the said pipe from the fuel passages to the cylinder and. under another adjustment, shutting otf the pump from the fuel pipe, means for simultaneously operating the said valve and the gate valve. whereby to bring the pump and the passages into communication. as the fuel feed pipe is cutout. and for adjusting the gate valve to close the fuel passage to one of the cylinders. as the passage to the other cylinder remains open. and power transmission that operatively connects with the aforesaid means for actuating the same for effecting the required shifting of the control valve for the fuel feed and the gate valve for the passages to the cylinder. the fuel supply pipe including a perforated casing surrounding the fuel passage and in comnnmication with the passage to the control valve and a shiftable cul'l' slidably mounted on the perforated sleeve for regulating the air supply.

In an explosive engine of the character stated. a working cylinder. a pair of opposing recipmcating pistons located therein. the head of one of the said pistons being concaved. the head of the other piston being provided with a central mound and an annular concavity that surrounds the mound. the said last named piston having a longitudinal axial passage. a fuel feed pipe rigidly extended into the cylinders and projected through the piston passage to deliver into the explosive chamber between the adjacent piston head. a back check valve on the delivery end of the said pipe to close the said delivery end of the feed pipe during the compression and working strokes of the piston.

(i. In an explosive engine of the character stated. a pair of working cylinder.-. a pair of opposing reciprocating pistons located in each cylinder. a valve exhaust for each cylinder actuated at predertermined times through connections operated from the crank shaft. connections that operativcly join the said pistons and the crank shaft. a feed pipe for each cylinder that lead to the explosion chambers of the said cylinder. a fuel feed pipe having laterals. one for each of the two cylinders. a valve device adapted for adjustment whereby to alternately close off first one and then the other of the said laterals to their respective cylinders. a combined pump and ejector mechanism for op-- crating with the fuel feed pipe and the laterals thereof, a valve adapted. under one adjustment. to provide communication between the pump and the supply pipe and. under another adjustment. to provide communication between the pump. cylinder. and a selected one of the laterals to the cylinders. means for actuating the aforesaid valve and operative connections between the said means for operating the valve and the engine crank shaft. for shifting the said valves to their different adjustments at predetermined times.

MAR'IIN' JAMES SMITH.

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